pinkney



(-No Model.) 2 Sheets-Sheet 1.

G. W. PINKNEY GAS ENGINE.

No. 499,935. Patented June 20, 1893.

(No Model.) 2 Sheefs-Sheet 2.

. 0. W. PINK-NEY.

' GAS ENGINE.

No. 499,935. Patented June 20, 1893.

UNITED STATES PATENT OFFICE.

CHARLES 'W. PINKNEY, OF SMETI-IWIOK, ASSIGNOR TO TANGYES, LIMITED, OF SOHO, ENGLAND.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 499,935, dated June 20, 1893. I

Application filed October 27, 1891. Serial No. 409,999. (No model.) Patented in England January 2, 1891, No. 103- To all'whom it may concern:

Be it known that I, CHARLES WILLIAM PINKNEY, engineer, a subject of the Queen of Great Britain and Ireland, residing at Raglan Road, Smethwick, in the county of Staiford, England, have invented certain improvements in and connected with engines in which gas generated from petroleum or other liquid hydrocarbon is employed, of which the following is a specification, and for which Letters Patent have been obtained in Great Britain, No. 103, dated January 2, 1891.

My improvements relate to engines to be worked by the combustion of gasified petroleum or other liquid hydrocarbon and air, the object of my invention being to provide a simple and efficient engine whereby the utili zation of the petroleum or other liquid by drocarbon employed is efficiently effected and is under control. The point or time of igni tion of the explosive charge may moreover be regulated so that itis caused to take place when any desired degree of compression of the charge has taken place, the ignition being elfected without the employment of an igniting tube being necessary.

I will describe my invention with reference to the accompanying drawings premising however thatI do not limit myself to the precise details shown therein.

I will refer to the liquid hydrocarbon for brevity as petroleumj Figure 1 shows in longitudinal section and Fig. 2 in transverse section so much of an en gine as is necessary to illustrate my invention. Fig. 3, is a section of the valve drawn to a larger scale. Fig. 4:, is a sectional view of an arrangement for pumping air into the combustion chamber, and Fig. 5, is a sectional.

view of a detail hereinafter referred to.

A' is the cylinder in which the piston works and C is the combustion chamber.

D is the air and petroleum inlet valve in the valve box d. 1

c is the oil inlet passage.

d is the spring which closes the valve D by hearing on the nut 01 The air and petroleum inlet is situated as shown near to the cylinder end of the combustion chamber. The casing O of the combustion chamber is' for the purpose of retain.- ing the heat thereof. a

O is the combustion chamber cover and C is a water circulating passage around the cylinder end of the combustion chamber. V C is the inlet water circulating pipe for supplying water to the passage 0 from the pipe A by which water is passed into the jacket A of the cylinder A.

O is the outlet water circulating pipe from the passage 0 and A is the outlet water circulating pipe from the jacket A c are water passages which may-bensed to give communication from the jacket A to the passage 0 If desired the pipe 0 may be dispensed with and water be supplied to the.

space 0 from the jacketA entirely by a passage or passages such as c in which case the said passage, or each such passage, may be provided with a regulating screw as shown at c to regulate the admission of the water.

I is the lamp which may be used in starting the engine it being supplied with petroleum by the pipej to be vaporized and burned.

P is the exhaust passage.

H (Fig. 2) is the petroleum inlet pipe provided with the cook h.

m is the air inlet passage.

My invention being most suited to work on what is known as the two to one cycle I will describe it in connection with such working.

To start the engine I' lqurn the lamp I underneath the combustion chamber 0 and when the said chamber O becomes sufficently heated (usually in a few minutes) I open the petroleum cook 77. and cause the engine pistonto make its charging stroke. then pass through the passage m into the valve box (I. The petroleum will pass or be forced from any suitable tank or holder through the passage e into the said valve box d where it will mix with the air and they will pass into the combustion chamber 0 and cylinder A in the form of Well mixed air and petroleum which is not however yet vaporized. During the return, or compression, stroke of the piston the mixture of air and petroleum is forced by the piston into the now hot combustion chamber 0 the temperature of which is very much higher at the outer or smaller The air will 4 gases in the chamber 0 will be forced back,

end than it is at the inneror larger end owing to the water circulation at C andlcontact with the cylinderAbeing'cooled by the waterjacket A While the mixture is being forced into the combustion chamber 0 the heat of the said chamber converts the mixture into an explosive-vapor or gas and, when thiszmixtnre isat or about the highest point of compression, this compression, assisted by the heat thereof, causes it to ignite and drive the piston outward and so gives motion to the crankshaft. 0n the reverse stroke of the piston the exhaust valve (not shown in the drawings but and so one complete ing place too soon, the said jacket extending;

toward the small end of the said chamber 10'; a greater or lesser distance according to-the .period of ignition required. I may fix a chamber T containing a valve 23 (see Fig. 3 showing this chamber and valve 1 drawn to a larger scale) on the small end of the combustion chamber 0 in place of the; cover 0 or in any other suitable position so as to be in communication with the cham-, her 0.

lift of the valve t. p a

t is a screw for adjusting the degree of Glos-Q ing of the valve 25 by its spindle bearing on, the said screw and t isa lock nut therefior.

t is a cover for giving access to the adjust-i ing collar 1' and screw i valve t more or less from its seat so that the gases can either be let freely into thechainberT or be impeded toany desired extent in their passage thereinto, for the. purpose of regulating ignition as hereinafter explained. The inlet valve D being situated, as shown, near to the large end of the combustion eham.

her 0 next the cylinder when the piston makes its charging stroke the petroleum andair will pass into the cylinder A- through the valve D, t and the exhaust gases (due toa previous ig-j nition) in the chamber 0 will be very little.

disturbed. During compression the exhaust:

by the new charge of petroleum and air, for; a considerable distance toward the small end before the part in the said combustion cha n;

her 0 which is hot enough to cause ignition is reached by the said charge. This will takev some little time, it being sufficient to allow, the crank pin to arrive at the most favorable position for the explosion. If the ignition should be toolate and the valve 15 and chamber T be used I then raise the'said valve t; from its seat by the adjusting screw so that 1 during compression the exhaust gases will more freely pass the valve 15 and enter the chamber T and allow the chargepf petroleum and air the sooner to reach the part of the chamber 0 which is hot enough to cause an earlier ignition. Thewater in the passage!) and the extension of'it back to the required extent from thecylinder end of the combustion =chamberwill prevent too early ignition. I may use the branch supply pipe 0'' and the outlet pipe 0 or the passages c (as aforesaid) or both to supplythe passage C with cooling medium or in large engines a pump may be used to force the cooling medium through the passage' C To govern this engine I mayuse any suitable arrangement suchfor instance as the well known methodot spragging the exhaust v'alveopenlas in the.'0tto gas engine for instance thus preventing. (except when the said yalvelisnotspraggedopen) the inlet valve D, with the aid'of the light spring d leaving its seat during the-chargingstroke of the piston and so then neither air nor petroleum is allowed toenter the cylinder during the time. the engine is running beyond its propel spee Fig. 4'.represents an arrangement which may be used in an engine constructed according to my inventionfor pumping air into Ethe combustion chamber O to time or assist in timing theperiod of ignition .01? the charge.

25 is a collar (fixed by a set pin i on the 1 valve spindle for adjusting the amount of The air thnsforced'intothecombustion chamber dilutes thevapor already formed by the mixture of theair andliqnid hydrocarbon to such an extentas torenderthe vaporized mixture explosive.

8 is the pump barrel and .9the plunger.

10 is the inlet valve and llthe outlet valve i kept to theirseats by springsasshown when During compression the screw t keeps the y .notopened by the action of the pump.

, .12 is the passage by which air is-delivered into the combustion chamber. by the pump which is worked by an eccentric q and rod operated by the secondtmotionshat't Q 13 is a reliet cock whichis opened to allow the air to flow into the atmosphere when it is not required to be passed into the combustion chamber or which cock is partlyopened to regulate the amount of air to be delivered into the mai cylinder. 0 are water circulating spaces which serve to keep the parts adjacent to them cool.

When very steady running is required and the petroleum is drawn into the combustion ichalnberbythe vacuum caused by thecharg- Y in g stroke of the piston instead of being forced ,thereinto by a pump or the like I prefer to regulate the quantity of pretrolenm to be Vaporizeclaccording to the speedof the engine. For this'purpose I may use'an ordinary center spindle high speed governorU to the spingdle of which is directly connected a "conical valve u with its stem a guided in the casing u of the valve (as shown in Fig.5) and made to cover the petroleum inlet passageHsothat when the speed of the engine is excessive the governor U will operate the conical valve a so that less petroleum will pass therethrough, but when the speed of the engine is reduced to about normal speed the governor U will raise the conical valve u and so give more petroleum to the engine. 7

7c is a cup to receive the petroleum from the pipe K before itpasses through the valve and k is an overflow to a petroleum receiver.

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim is 1. In an engine ofthe character herein set forth, the combination with the cylinder, of a combustion chamber at one end thereof, said chamber being provided with inlets for the explosive mixture near the cylinder end thereof and with means such as a water jacket for keeping that end only relatively cool, whereby the explosion of the mixture is regulated substantially as described.

2. In a petroleum or other liquid hydrocarbon engine the combination with the cylinder, the combustion chamber joined to one end thereof and forming a continuation of the same, and the inlet valve in the combustion chamber, of an expansion chamber communieating with the outer end of the combustion chamber, and an adjustable regulating valve in the communicating passage between the said combustion and expansion chambers, substantially. as described.

3. In apetroleum or other liquid hydrocarbon engine the combination with the cylinder, the combustion chamber at one end thereof and the inlet valve in the combustion chamber, of a passage around the combustion chamber at the cylinder end thereof only, and means for supplying said passage with a cooling medium, substantially as described.

. 4. In a petroleum or other liquid hydrocarbon engine the combination with the cylinder,

O. W. PINKNEY.

Witnesses:

W. H. HOWSE, I.. BLAEN, Both of Cornwall Works, Birmingham, Clerks to Temp yes, Limited. 7 

